道路橋梁與交通工程專業英語譯文

Ⅰ 公路、橋梁工程專業英語翻譯

Research is one of the most important aspects of scientific and engineering practice. A researcher usually works as a member of a team with other scientists and engineers. He or she is often employed in a laboratory that is financed by government or instry. Areas of research connected with civil engineering include soil mechanics and soil stabilization techniques, and also the development and testing of new structural materials.
調查研究是科學技術其中最重要的一個方面。一名研究人員通常作為團隊的一員，與其他科學家和工程師共同研究。他或她往往是受雇於某個實驗室或研究所，其經費通常由政府或某個行業提供。研究領域涉及土木工程，包括土力學及土壤加固技術等，並涉及到結構新材料的開發和試驗。
Civil engineering projects are almost always unique; that is, each has its own problems and design features. Therefore, careful study is given to each project even before design work begins. The study includes a survey both of topography and subsoil features of the proposed site. It also includes a consideration of possible alternatives, such as a concrete gravity dam or an earth-fill embankment dam. The economic factors involved in each of the possible alternatives must also be weighed. Today, a study usually includes a consideration of the environmental impact of the project. Many engineers, usually working as a team that includes surveyors, specialists in soil mechanics, and experts in design and construction, are involved in making these feasibility studies.
土木工程項目幾乎都是獨一無二的，也就是說，每一個都有其自身存在的問題和設計特點。因此，要認真研究每個特定的項目，甚至在設計工作開始前就開始研究。研究內容包括調查、測量擬定項目現場的地形和地下土質。還要考慮到可能的備選方案，比如是選擇混凝土重力壩還是選擇填土築堤大壩。對於每個可選的方案都要衡量其牽涉到的經濟因素。當前在研究中還要充分考慮該項目的建設對環境的影響。在做項目的可行性研究時，一個團隊通常由許多專業的工程師組成，包括測量工程師，土力學專家，設計和施工專家等等。
Many civil engineers, among them the top people in the field, work in design. As we have seen, civil engineers work on many different kinds of structures, so it is normal practice for an engineer to specialize in just one kind. In designing buildings, engineers often work as consultants to architectural or construction firms. Dams, bridges, water supply systems, and other large projects ordinarily employ several engineers whose work is coordinated by a systems engineer who is in charge of the entire project. In many cases, engineers from other disciplines are involved. In a dam project, for example, electrical and mechanical engineers work on the design of the powerhouse and its equipment. In other cases, civil engineers are assigned to work on a project in another field; in the space program, for instance, civil engineers were necessary in the design and construction of such structures as launching pads and rocket storage facilities.
許多土木工程師參與設計工作，他們中間不乏行業內的頂尖專家。正如我們所看到的，土木工程師的工作牽涉到很多不同種類的建築物，所以各行如隔山，每個領域都有其精通的專家，專門從事某一類研究。在建築物的設計中，這些工程師往往擔任某個建築或安裝公司的顧問。大壩，橋梁，供水系統，以及其他大型工程項目通常聘請一些工程師，他們的工作由一個負責整個項目的系統工程師統一協調管理。在很多情況下，其他專業領域的工程師也會參與到項目中。例如，在大壩項目中，電氣及機械工程師會參與到發電廠房及動力設備的設計中去。另外土木工程師還會被安排到另一些領域區工作，如太空開發計劃，在設計和建造一些結構如火箭發射架和儲存設施時，土木工程師就有必要參與其中的設計和建設。
Construction is a complicated process on almost all engineering projects, it involves scheling the work and utilizing the equipment and the materials so that costs are kept as low as possible. Safety factors must also be taken into account, since construction can be very dangerous. Many civil engineers therefore specialize in the construction phase.
對於幾乎所有的工程項目來說，施工都是一個極其復雜的過程，它涉及到工期的組織計劃，設備和材料的合理使用，目的使建設成本越低越好。還必須考慮到安全因素，由於施工是很危險的。因此許多土木工程師專門深入研究施工階段。
Much of the work of civil engineers is carried on outdoors, often in rugged and difficult terrain or under dangerous conditions. Surveying is an outdoor occupation, for example, and dams are often built in wild river valleys or gorges. Bridges, tunnels, and skyscrapers under construction can also be dangerous places to work. In addition, the work must also progress under all kinds of weather conditions.
土木工程師的許多工作在戶外進行的，他們常常在崎嶇不平的復雜地形甚至危險情況下。測量也是一個室外專業，例如，大壩往往是建於激流河谷活峽谷中。橋梁，隧道，以及摩天大廈的施工場所也充滿危險。此外，工程必須在不可避免的各種氣候條件下進行。
The prospective civil engineer should be aware of the physical demands that will be made on him or her **.
未來的土木工程師們應該清醒意識到這種工作對他們（或她們）的體質要求。

God，終於搞完了！

Ⅱ 道路與橋梁工程專業英語的內容簡介

《道路與橋梁工程專業英語》包括四個部分，主要內容為專業英語翻譯基礎、土木工程概論、公路工程、橋梁與隧道工程。本教材結合高職高專學生特點，在每篇課文後面都提供了閱讀材料和相關專業知識介紹，並在每個單元增加英語格言或名人名句，加強了對專業英語可讀性、趣味性以及知識性的整合。同時，本教材在文章設計上適當安排篇幅，保證每篇課文在2—3學時完成教學，閱讀材料也可擴大學生的知識面，適用於32—64學時的教學安排，教師在使用本教材時可根據教學要求靈活把握。為方便廣大師生授課和專業技術人員的自學，本教材所有課文、閱讀材料以及對應的課後習題都有參考譯文和習題答案。

Ⅲ 求一篇道路橋梁專業的外文翻譯，主要是英文，附帶中文更好

Geometric Design of HighwaysA Alignment DesignThe alignment of a road is shown on the plane view and is a series of straight lines called tangents connected by circular. In modern practice it is common to interpose transition or spiral curves between tangents and circular curves.Alignment must be consistent. Sudden changes from flat to sharp curves and long tangents followed by sharp curves must be avoided; otherwise, accident hazards will be created. Likewise, placing circular curves of different radii end to end (compound curves) or having a short tangent between two curves is poor practice unless suitable transitions between them are provided. Long, flat curves are preferable at all times, as they are pleasing in appearance and decrease possibility of future obsolescence. However, alignment without tangents is undesirable on two-lane roads because some drivers hesitate to pass on curves. Long, flat curves should be used for small changes in direction, as short curves appear as 「kink」. Also horizontal and vertical alignment must be considered together, not separately. For example, a sharp horizontal curve beginning near a crest can create a serious accident hazard.A vehicle traveling in a curved path is subject to centrifugal force. This is balanced by an equal and opposite force developed through cannot exceed certain maximums, and these controls place limits on the sharpness of curves that can be used with a design speed.Usually the sharpness of a given circular curve is indicated by its radius. However, for alignment design, sharpness is commonly expressed in terms of degree of curve, which is the central angle subtended by a 100-ft length of curve. Degree of curve is inversely proportional to the radius.Tangent sections of highways carry normal cross slope; curved sections are superelevated. Provision must be made for graal change from one to the other. This usually involves maintaining the center line of each indivial roadway at profile grade while raising the outer edge and lowering the inner edge to proce the desired superelevation is attained some distance beyond the point of curve. If a vehicle travels at high speed on a carefully restricted path made up of tangents connected by sharp circular curve, riding is extremely uncomfortable. As the car approaches a curve, superelevation begins and the vehicle is tilted inward, but the passenger must remain vertical since there is on centrifugal force requiring compensation. When the vehicle reaches the curve, full centrifugal force develops at once, and pulls the rider outward from his vertical position. To achieve a position of equilibrium he must force his body far inward. As the remaining superelevation takes effect, further adjustment in position is required. This process is repeated in reverse order as the vehicle leaves the curve. When easement curves are introced, the change in radius from infinity on the tangent to that of the circular curve is effected graally so that centrifugal force also develops graally. By careful application of superelevation along the spiral, a smooth and graal application of centrifugal force can be had and the roughness avoided.Easement curves have been used by the railroads for many years, but their adoption by highway agencies has come only recently. This is understandable. Railroad trains must follow the precise alignment of the tracks, and the discomfort described here can be avoided only by adopting easement curves. On the other hand, the motor-vehicle operator is free to alter his lateral position on the road and can provide his own easement curves by steering into circular curves graally. However, this weaving within a traffic lane (but sometimes into other lanes) is dangerous. Properly designed easement curves make weaving unnecessary. It is largely for safety reasons, then, that easement curves have been widely adopted by highway agencies.For the same radius circular curve, the addition of easement curves at the ends changes the location of the curve with relation to its tangents; hence the decision regarding their use should be made before the final location survey. They point of beginning of an ordinary circular curve is usually labeled the PC (point of curve) or BC (beginning of curve). Its end is marked the PT (point of tangent) or EC (end of curve). For curves that include easements, the common notation is, as stationing increases: TS (tangent to spiral), SC (spiral to circular curve), CS (circular curve to spiral), and ST (spiral go tangent).On two-lane pavements provision of a wilder roadway is advisable on sharp curves. This will allow for such factors as (1) the tendency for drivers to shy away from the pavement edge, (2) increased effective transverse vehicle width because the front and rear wheels do not track, and (3) added width because of the slanted position of the front of the vehicle to the roadway centerline. For 24-ft roadways, the added width is so small that it can be neglected. Only for 30mph design speeds and curves sharper than 22°does the added width reach 2 ft. For narrower pavements, however, widening assumes importance even on fairly flat curves. Recommended amounts of and proceres for curve widening are given in Geometric Design for Highways.B GradesThe vertical alignment of the roadway and its effect on the safe and economical operation of the motor vehicle constitute one of the most important features of road design. The vertical alignment, which consists of a series of straight lines connected by vertical parabolic or circular curves, is known as the 「grade line.」 When the grade line is increasing from the horizontal it is known as a 「plus grade,」 and when it is decreasing from the horizontal it is known as a 「minus grade.」 In analyzing grade and grade controls, the designer usually studies the effect of change in grade on the centerline profile.In the establishment of a grade, an ideal situation is one in which the cut is balanced against the fill without a great deal of borrow or an excess of cut to be wasted. All hauls should be downhill if possible and not too long. The grade should follow the general terrain and rise and fall in the direction of the existing drainage. In mountainous country the grade may be set to balance excavation against embankment as a clue toward least overall cost. In flat or prairie country it will be approximately parallel to the ground surface but sufficiently above it to allow surface drainage and, where necessary, to permit the wind to clear drifting snow. Where the road approaches or follows along streams, the height of the grade line may be dictated by the expected level of flood water. Under all conditions, smooth, flowing grade lines are preferable to choppy ones of many short straight sections connected with short vertical curves.Changes of grade from plus to minus should be placed in cuts, and changes from a minus grade to a plus grade should be placed in fills. This will generally give a good design, and many times it will avoid the appearance of building hills and procing depressions contrary to the general existing contours of the land. Other considerations for determining the grade line may be of more importance than the balancing of cuts and fills.Urban projects usually require a more detailed study of the controls and finer adjustment of elevations than do rural projects. It is often best to adjust the grade to meet existing conditions because of the additional expense of doing otherwise.In the analysis of grade and grade control, one of the most important considerations is the effect of grades on the operating costs of the motor vehicle. An increase in gasoline consumption and a rection in speed are apparent when grades are increase in gasoline consumption and a rection in speed is apparent when grades are increased. An economical approach would be to balance the added annual cost of grade rection against the added annual cost of vehicle operation without grade rection. An accurate solution to the problem depends on the knowledge of traffic volume and type, which can be obtained only by means of a traffic survey.While maximum grades vary a great deal in various states, AASHTO recommendations make maximum grades dependent on design speed and topography. Present practice limits grades to 5 percent of a design speed of 70 mph. For a design speed of 30 mph, maximum grades typically range from 7 to 12 percent, depending on topography.Wherever long sustained grades are used, the designer should not substantially exceed the critical length of grade without the provision of climbing lanes for slow-moving vehicles. Critical grade lengths vary from 1700 ft for a 3 percent grade to 500 ft for an 8 percent grade.Long sustained grades should be less than the maximum grade on any particular section of a highway. It is often preferred to break the long sustained uniform grade by placing steeper grades at the bottom and lightening the grade near the top of the ascent. Dips in the profile grade in which vehicles may be hidden from view should also be avoided.Maximum grade for highway is 9 percent. Standards setting minimum grades are of importance only when surface drainage is a problem as when water must be carried away in a gutter or roadside ditch. In such instances the AASHTO suggests a minimum of 0.35%.C Sight DistanceFor safe vehicle operation, highway must be designed to give drivers a sufficient distance or clear version ahead so that they can avoid unexpected obstacles and can pass slower vehicles without danger. Sight distance is the length of highway visible ahead to the driver of a vehicle. The concept of safe sight distance has two facets: 「stopping」 (or 「no passing」) and 「passing」.At times large objects may drop into a roadway and will do serious damage to a motor vehicle that strikes them. Again a car or truck may be forced to stop in the traffic lane in the path of following vehicles. In dither instance, proper design requires that such hazards become visible at distances great enough that drivers can stop before hitting them. Further more, it is unsafe to assume that one oncoming vehicle may avoid trouble by leaving the lane in which it is traveling, for this might result in loss of control or collision with another vehicle.Stopping sight distance is made up of two elements. The first is the distance traveled after the obstruction comes into view but before the driver applies his brakes. During this period of perception and reaction, the vehicle travels at its initial velocity. The second distance is consumed while the driver brakes the vehicle to a stop. The first of these two distances is dependent on the speed of the vehicle and the perception time and brake-reaction time of the operator. The second distance depends on the speed of the vehicle; the condition of brakes, times, and roadway surface; and the alignment and grade of the highway.On two-lane highways, opportunity to pass slow-moving vehicles must be provided at intervals. Otherwise capacity decreases and accidents increase as impatient drivers risk head-on collisions by passing when it is unsafe to do so. The minimum distance ahead that must be clear to permit safe passing is called the passing sight distance.In deciding whether or not to pass another vehicle, the driver must weigh the clear distance available to him against the distance required to carry out the sequence of events that make up the passing maneuver. Among the factors that will influence his decision are the degree of caution that he exercises and the accelerating ability of his vehicle. Because humans differ markedly, passing practices, which depend largely on human judgment and behavior rather than on the laws of mechanics, vary considerably among drivers. To establish design values for passing sight distances, engineers observed the passing practices of many drivers. Basic observations on which passing sight distance standards are based were made ring the period 1938-1941. Assumed operating conditions are as follows:1. The overtaken vehicle travels at a uniform speed.2. The passing vehicle has reced speed and trails the overtaken one as it enters the passing section.3. When the passing section is reached, the driver requires a short period of time to perceive the clear passing section and to react to start his maneuver.4. Passing is accomplished under what may be termed a delayed start and a hurried return in the face of opposing traffic. The passing vehicle accelerates ring the maneuver and its average speed ring occupancy of the left lane is 10 mph higher than that of the overtaken vehicle.5. When the passing vehicle returns to its lane there is a suitable clearance length between it and an oncoming vehicle in the other lane.The five distances, in sum, make up passing sight distance.

Ⅳ 公路道路橋梁專業英語翻譯成中文~很多專業詞彙~翻譯軟體不行（5）

模擬驗證分析的幾種類型進行了路面表面如表1中給出的。實驗！驗證了使用波特蘭水泥砂漿試件進行了。結果在能量損失是由模擬計算了。在實驗數據的情況下，基於能量守恆原理，確定了對應於擺測量能量損失。表2顯示計算結果和實驗結果。基於模擬結果的仔細檢查發現，劉等人的簡單模型。（2003）遭受的平面失真。的簡單模型的不穩定也出現在動能圖如圖2所示。onclusious「他研究已經證明，使用模型來模擬他英國擺錘試驗有限元的有效性。它的考驗而不需要進行實際測試，改進的模型顯示/非常好的性能相比，實驗數據模型提供了一個相對簡單的技術，包括EST表面聚集體的非對稱布置的測試。experimentaj驗證確認性財富作為模型的精度—

Ⅳ 道路與橋梁工程專業英語的高職高專教材

書名：道路與橋梁工程專業英語
層次：高職高專
配套：電子課件
ISBN：978-7-111-29777-2
作者：駱毅 熊文林 黃克海
出版社：機械工業出版社
出版日期：2010-04-20
版次：1-1
定價：￥22.0
內容簡介
本書是應用型本科、高職高專院校道路與橋梁工程技術專業英語階段教學用書，也可供相關專業教學使用，或作為相關專業繼續教育及培訓教材。全書由10個單元組成，每單元由3個部分構成。書後附有練習參考答案和課文參考譯文。第一部分是課文和閱讀材料，其中包含單詞和片語，科技英語翻譯的方法與技巧，練習和作業等。第二部分是建築施工場景會話，其內容按照工程進行的順序使會話場景一個接一個地展開。第三部分是模擬套寫，包括招標通告、招標、開標和授予合同等，涉外電子郵件、傳真和信函等，以及如何撰寫科技論文等實用應用文。
目錄
前言
Unit 1 1
Part I Text Highway Introction公路概述 1
Reading Material Highway Design Philosophy 公路設計原理 5
Part II Situational Conversations on Construction Pre-qualification資格預審 6
Part III Simulated Writing E-mail電子郵件 8
Unit 2 11
Part I Text Highway Subgrade公路路基 11
Reading Material The Road to Innovation公路革新技術 15
Part II Situational Conversations on Construction Issuing Tender Document頒發標書文件 19
Part III Simulated Writing Fax Message傳真 21
Unit 3 24
Part I Text Flexible Pavement柔性路面 24
Reading Material Rigid Pavement剛性路面 31
Part II Situational Conversations on Construction
Construction Method Statement審查施工方案 34
Part III Simulated Writing Invitation for Bids招標通告 36
Unit 4 39
Part I Text Culvert涵管 39
Reading Material Drainage Design排水設計 45
Part II Situational Conversations on Construction Contract Conditions合同條款 50
Part III Simulated Writing Letter of Acceptance中標函 51
Unit 5 58
Part I Text Road Design of Plane Intersection道路平面交叉口設計 58
Reading Material Interchange互通立交 64
Part II Situational Conversations on Construction Price Negotiation價格談判 68
Part III Simulated Writing Contract Agreement合同協議書 69
Unit 6 72
Part I Text Bridge Introction橋梁概述 72
Reading Material Preliminary Design初步設計 76
Part II Situational Conversations on Construction
Inspection of Site Temporary Facilities檢查現場臨時設施 78
Part III Simulated Writing Subcontract Agreement轉包合同協議 80
Unit 7 84
Part I Text Choice of Foundation基礎的選擇 84
Reading Material Other Design Notes其他設計注意事項 89
Part II Situational Conversations on Construction
Inspection of Underground Works檢查基礎工程 93
Part III Simulated Writing Performance Security(Bank Guarantee)履約銀行保證書 94
Unit 8 97
Part I Text Beam Bridges梁橋 97
Reading Material Concrete Beam Bridge混凝土梁橋 101
Part II Situational Conversations on Construction Safety Patrol安全巡視 105
Part III Simulated Writing
Bidding, Bid Opening and Award of Contract招標、開標和授予合同 107
Unit 9 111
Part I Text Arch Bridges拱橋 111
Reading Material La Vicaria Arch Bridge瓦拉德羅拱橋 116
Part II Situational Conversations on Construction Claims索賠 119
Part III Simulated Writing Role of Specification in Construction說明書在建築中的作用 121
Unit 10 125
Part I Text Suspension Bridge and Cable Stayed Bridge懸索橋和斜拉橋 125
Reading Material Construction Sequence of Suspension Bridge懸索橋施工順序 130
Part II Situational Conversations on Construction Completion Certificates完工證明 133
Part III Simulated Writing How to Write a Scientific Paper如何撰寫科學論文 134
練習參考答案 141
參考譯文 159
參考文獻 194

Ⅵ 李嘉主編的第三版土木工程專業英語的翻譯。

一、土木工程專業英語翻譯：civil engineers

二、專業英語（土木工程專業）（第3版）主要內容：
第一部分為土木工程專業基礎知識，涉及力學、建築材料、測量、工程合同、招投標等方面內容；
第二部分為現代道路及交通工程專業知識；
第三部分為橋梁工程方面內容，所選課文和閱讀材料均取自近期英文原版書刊，內容基本覆蓋了道路、橋梁與交通工程設計、施工、管理各環節的常用專業詞彙及新成就、新技術；
第四部分為翻譯方法與技巧，通過大量例句，闡述科技英語翻譯的基本原則、特點和實用的翻譯技巧；
第五部分介紹英文摘要和致謝詞寫作的基本知識。

Ⅶ 道路橋梁專業英語翻譯 幫忙啊 各位大蝦。。。（急）。。。

Soft-ground隧道掘進高線驅動的全部或大部分是通過柔軟的材料。在很松軟的地面,很少或根本沒有爆破是必要的,因為這個材料容易挖掘。
起初,forepoling是唯一的方法,為建設隧道通過地面很軟很重的厚木板.Forepoles大約5英尺(1.5米)長,加劇了一點。他們被注入到頂部單杠的支撐的面部隧道。當時的forepoles趕進了地面的臉和外表的心理傾向。畢竟屋頂極點被他們的大約一半的長度,木材被橫穿他們結束針對任何緊張暴露在外面的結束。由此提供了foreples隧道支護的一種擴展,臉部延長下面去。當兩端的forepoles達成的協議,支持,加入了新的理性化和forepoles被趕進了地面下前進的隧道。
使用壓縮空氣簡化工作在松軟的地面。建立了一種防範,通過這個人和設備通過了,和充足的空氣壓力維持在隧道舉辦地面公司面臨的理性化開挖過程直到第一座架設或另外的支持。

Ⅷ 道路橋梁專業英語翻譯 謝謝謝謝 幫幫忙啊（急）。。。

硬岩隧道。短隧道通過硬搖滾驅動入口,但只有從長標題通常是驅動也從一個或多個中間軸心。已經建了一些長隧道與援助的一個小飛行員隧道驅動平行於主要隧道,跟它相連的crosscuts間隔的時間。飛行員不僅提供附加分隧道的訪問,也是一種路線為消除糞和通風管道和排水線。

另一種方法是heading-and-bench系統,以前用於大多數的大型隧道,因為它需要允許少量的粉末及同步鑽井等特點的挖出物料(去除),上部的隧道是驅動下部的前面稱為a分開的機組人員在板凳上,而可以在較低的部份優勝劣汰的隧道而上部正在操練。

改進方法和機械掘進中,正面攻擊的方法,以前只用於小型隧道、進常用在建造大型的部分。這變化所帶來的巨無霸,一種可移動平台,眾多的鑿岩安裝。通過這種裝置,有很大一部分隧道的臉可以鑽在同一時間,正面方法成為最常見、最快的方式,開一條隧道。

Ⅸ 道路橋梁專業英語翻譯 幫忙啊。。。（急啊）

在普通方向為隧道已經被確定,下一個步驟是一個地質調查的網站和一系列的一些鑽孔可獲得特定的信息所通過的隧道上覆岩層的可以通過。長度和斷面隧道一般是由那些事情原本的使用,但是它的形狀必須設計成提供最好的抵抗內部和外部力量。通常,一個圓形的或近圓形的被選中。

在非常堅硬的岩石,開挖通常花了鑿岩爆破。在軟岩石,一個tunnel-boring medium-hard機器通常禁賽的挖掘工作。在軟土地基、開挖通常是挖洞或提前完成一個盾牌,輕輕地捏軟物質進入隧道。在所有情況下,出土的岩石或地球,稱為糞,收集和傳播出去的隧道。在水下隧道,一個盾牌是用來發展工作。另一種方法,建立了一種水下隧道是沉管狀部分挖一條溝河的底部或身體的其他的水

Ⅹ 《道路與橋梁工程專業英語》翻譯

Professional English for Road and Bridge Engineering.